Controlling device for locomotives



DCC. 27, LEMP CONTROLLING DEVICE FOR LOCOMOTIVES Filed July 17. 1930 H15 ATTORNEY.

Patented Dec. 27, I 1932 UNITED STATES- PATENT OFFICE HEB-MANN LEMP, OF GLEN ROCK, JERSEY, ASSIGNOR TO INGEBSOLL-RAND COMPANY, J CITY, NEW JERSEY, A CORPORATION OF NEW JERSEY CONTROLLING DEVICEFOR LOCOMOTIVN Application filed July 17,

This invention relates to controlling devices, but more particularly to a controlling device for an electrically actuated locomotive in which the electric current for driving the V locomotive and auxiliary apparatuses is generated by a generator carried by the locomo; tive and driven by a suitable prime mover, as for instance, an internal combustion engine.

One object of the invention is to enable the various controlling apparatuses of the locomotive, as well as the prime mover, to be conveniently controlled and in proper sequence from any one of a plurality of controlling stations which may be located either on a single locomotive or on a plurality of locomotives operatively connected to operate in tandem.

Another object is to assure anample supply of pressure fluid to the various pressure actuated devices of the locomotive, as for instance, the locomotive brakes, during the time the locomotive or locomotives are idle.

Other objects will be in part obvious and in part pointedout hereinafter. In the accompanying drawingin which similar reference characters refer to similar parts,

Figure 1 is a plan view partly in section of a locomotive, Figure 2'is a diagrammatic view of-the controlling system, and I Figure 3 is a sectional plan view of a detail.

Referring more particularly to the drawing, A designates generally a locomotive and B a prime mover, such as an internal combustion engine which may be connected to drive a generator O for generating current to supply the various electrically actuated devices mounted on the locomotive A.

One of these devices consists of a main motor D which is suitably connected, as by means of a pinion E and a gear F, to a driving axle'G of the locomotive A and whereon are mounted the wheels H,

The locomotive A is further provided with a compressor J connected to an electric motor K wherebythe compressor J is driven.

A portion of asecond locomotive L is To the en d that the electrical current to the 1930. Serial No; 488,526.

shown connected to the locomotive A by suitable coupling devices 0.

The compressor J is connected, as by means of a conduit P, to a storage receiver Q, and from the storage receiver Q leads a supply l R for conveying pressure fluid to the various pneumatically actuated devices wherewith the locomotive A is equipped. Preferably a suitable reducing valve S is interposed in the supply line B to maintain 60 a des red operating pressure within a service tank T also interposed in the supply line R;

The supply line'R is provided with suitable control valves U and V to control communication between the supply line R and a 65 control line W and also to eflect communication between the control line W and the atmosphere. The valves U and V are provided with suitable recesses X to aflord communication hetween the lines R and W and also to establish communication between the controlline W and exhaust ports Y in casings Z which form housings for the valves U and V.

The control line W may be rovided with suitable connections I) for supp ying pressure fluid to the service brakes (not shown of the locomotive, and said control line has a branch pipe 0 for conveying pressure fluid to a plunger 01 connected to an accelerator e of the en ine B.

The acce erator 6 may be of a well known type which, in one limiting position, increases t e fuel supply to the engine so that said engine may operate at full speed and in another 3 limitingposition supplies only sufiicient fuel to the engine to operate said engine at an idling speed.

The plunger (Z is provided with a suitable casin f and a spring 9 is disposed beneath the pfilnger d to actuate the accelerator e into the position which it is intended to assume when the engine B is running at an idling speed.

h is a plunger is aving a rod 0 which carries on its outer or free end a contactor p. Within the cylinder k is a spring g which, in the absence of pressure fluid within the c linder It, holds the plunger is in retracte position. The contactor p is adatpedto close a circuit designated by 1' and comprising a pair of wires 8 and t which lead from the generator to the main .motor D.

The current for operating the compressor motor K is conveyed thereto by a circuit u comprising a pair of wires '0 and to having a switch a: interposed therein for controlling the circuit u.

The switch a: is magnetically actuated in this instance by a magnet y into which extends an armature z and connected at one end to the switch w. The electric current for energizing the magnet 3 may be supplied thereto by a battery 2 connected to the magnet 3; by a wire 3. A second wire 4 is connected to the magnet y and a suitable switch, designated by 5, is adapted to establish contact between the wires 3 and 4 for energizing the magnet 3 v In apparatus of this ty e employing pressure fluid for actuating tiie various controlling devices associated with the locomtive it is desirable to normally'maintain a predetermined maximum pressure within the storage receiver Q and, when the pressure in said receiver drops to a certain predetermined minimum, to automatically set the compressor motor in operation so that an ample supply of pressure fluid may at all times exist in the receiver Q. To this end the switch 5 is provided with a suitable actuating device designated generally by 6 and comprising a cylinder 7 which is connected to the receiver Q, by means of a pipe 8.

The cylinder 6 contains a plunger 9 having a rod 10 which is pivotally connected to the lever 11 of the switch 5. The pipe 8 is connected to the cylinder 6 in such manner that pressure fluid will act against the plunger 9 to open the switch 5 and a spring 12 is interposed between the plunger 9 and that end of the casing adjacent the lever 11 to oppose the pressure acting against the plunger 9 tending to open the switch 5. The spring 12 may be calibrated to exert a pressure on the plunger 9 of a value substantially equal to that which it is intended to maintain in the receiver Q.

The operation of the device so far described .a as follows: Let it be assumed that the enine B is being operated at the idling speed. Durin such time the plunger is is held in retractc position by its spring 9 and the contactor 7) will be removed from the wires 8 and t and the valves U and V are in the positions which they will occupy while the engine is operating at this idling speed. In such case, of course, there will be no pressure fluid in the control line leading from the valves U and V to the casing f and the cylinder h.

in which communication is established between the supply lines R and \V, pressure fluid will flow into the supply line W and throu h the pipe 0 into the cylinder h and 1nto t ie casing f. The pressure fluid thus admitted into the cylinder in will actuate the plunger k so that the contactor p will be moved into position to establish contact between the wires 8 and't to'supply current to the main motor D for starting the locomotive A. a

In this connection it may be stated that the springs g and g in the cylinder h and the casing f respectively are calibrated to yield to pressures of difl'erent value. Preferably, the spring q is calibrated to yield to a lighter pressure than will the spring 9 so that the contactor p may first be actuated into contact with the wires 8 and t for setting the motor D in operation before suflicient pressure is admitted into the casing f to actuate the accelerator e from the idling position.

Upon further admission of pressure fluid into the control line the increased ressure within the casing will act against the plunger (1 to actuate the accelerator e in the required direction to accelerate the speed of the engine B. In this way the possibility of closing the main motor circuit after the engine B commences to'accelerate will be eliminated.

If during such operation of the engine and the generator, the pressure within the re ceiver Q drops to a value below that which it is desired to maintain or below that exerted by the spring 12, the said spring will actuate,

the plunger 9 and thus also the lever 11 to close the switch 5. By closing the switch 5 the magnet 3 will be energized so that the armature 2 will be retracted to close the switch ac. Current will then be supplied to the motor K for driving the compressor J.

\Vhenever it is desired to decelerate the engine B the control valve may be rotated to a position inwhich the recess X will open communication between the control pipe V and the exhaust port Y. The pressure fluid acting against the plungers k and (I will then be exhausted to the atmosphere whereupon the springs g and 9 will act to retract the plungers k and (1 respectively, thus removing the contactor p out of contact from the wires 0 and t and also moving the accelerator to the idling position.

As will be readily understood, when the engine B is operating at only idling speed the speed of the generator C will of course also be such that only an insuflicient amount of electrical energy will be generated by the generator C to supply the motor K for operating the compressor J. It is, however, essential that during the time the locomotive is at a stand-still suflicient current be sup- I plied tc the compressor intui assure 1y jof ressure fluid within-the;

an ample sup receiver Q. n furt erahc'egof this ,fend, the

. supply line B is providedflwith'abranch pipe ,13 which is ada ted tojsuppl'y pressure fluid tothe casing f or actuatmg the accelerator c to the maximum speed ;.fpos t1on without requiring the "manipulation-of ithernanually operable control devices, such as the: valv U-or a I :The pipeT-13jhasinterposed' than; a as; 7 [ing 14containing avalve 15 and said-valve has astern} 16- to' which is connected an armajture 1-7:adaptedtobe actuated by'a magnet 18.

'7 L v Theelectrical energy for ener'gijzmgthe magthe contactor p. y

net 18 may be supplied thereto-b I abattery 19 interposed in a 'wire 20;Ilea ing to the magnet 18 and havingha't its other end a contact 21 which isarrangedi'nthe path of A second wire 22 leads'froinithe magnet 18 to a switch 23 which isinterlocked with the switch w by means of a lever 24 so that, upon actuation of the switchawf, the switch 23 will also be actuated to closedposition to establish communication between the \vire22 and a wire 25 which also has a terminal contact 26 arranged to lie in the path of'the contactor 50. The contacts 21 and 26 are so arranged that when the spring 9 within the cylinder It acts to retract the plunger is and thus the contactor p said contactor p will bear against the interior of the casing phere.

the contacts 21 and 26 to establish communiits seat at one time. Adjacent the seating surface 28 is an exhaust port 31 through which the rod 16 may extend and said exhaust port affords communication between 14 andthe atmos- Interposed between the pipes c and 13 is a valve casing 32 having a valve chamber 33 therein to accommodate a shuttle'valve 34" whereby the admission of pressure fluid from either the pipe 13 or the pipe 0 into the casing f may be controlled. At the end of the chamber 33 adjacent the pipe 0 is a seating surface 35 to accommodate ahead 36 of the shuttle valve 34, and a similar seating surface 37 is provided at the opposite end of the chamber 33 to accommodate a head of the valve 34. The valve 34, like the valve 15, is also of less length than its chamber so that only one head may bear against its seat at one time.

I Preferably 'a suitable valve 39 is disposed in the pipe 13 between the receiver Q and the valve casing 14 to restrict the amount of pressure fiuidflowing into the casing 14 from the pipe 13.

.Inorderto evacuate that section of the pipe 13 which is located between the casings I 32 and 14 so that the shuttle valve 34 may be actuated into a position for cutting oif' communication between the pipe 13 andthe cas-' ing f'prior to. the admission of pressure fluid .to the controlline W, the pipe 13 is provided with a branch pipe 40 which is connected to suitable exhaust valves, such as those desig- 'natcd1by141 and 42, and one ofwhich may be associated with each control valve U and V.

- The exhaust; valves 41 may be springpressed and are disposed in casings 43which may be formed integrally with the casings 'Z. The casings 43 are "provided with exhaust ports 44 so that upon unseating of one or the otherof the valves 41 or 42 communication ill beestablished betweenjthe pipe 13 and the atmosphere. v I v To efiect the exhaust of pressure fluid from the pipe-13 and the casing 32fthe control valvesUiand V may be providedwith cams 45 connected fixedly to the control valves and being adapted to unseat the exhaust valves 41' and 42 as the control valves are being moved from the idling position to thejposition which they will occupy for'admitting' pressurefluid from the supply line tothe control line. In this .way the pressure fluid will beexhausted from the'valvecasin'g 32 prior "to'the establishing of communication between the supply and control-lines.

The cams 45 are preferably so located with respect to the recesses X in the control valves U and V that upon operation of one of the control valves its cam will open its respective exhaust valve before the recess X establishes communication between the pipes Rand W. As is illustrated in Figure'2, the line 40 which connects the valve casings-43 may be provided with a suitable extension 46 for connectionto the control valves on an adja-' cent locomotive such as that designated by L and the supply pipe R maybe likewise provided with an extension 47 to connect with the control valves on the adjacent locomotive L.

The manner in which the various devices, either electrically or pneumatically actuated, may operate to assure a supply of sufiicient current to the compressor motor K for operating the compressor J while the locomotive A is inoperative, is as follows: If, while the accelerator e is in the idling position and the control line is'eva'cuated, the pressure within the receiver Q reaches a value below that which it is desired to maintain therein the spring 12 will actuate the plunger 9 to cfose'the switch 5. As has been previously explained, this will. energize the magnet y -to retract the armature z and the switch a:

will then be closed. Inasmuch as the switch 23 is connected to be simultaneously actuated said switch 23 will also be closed. With the control line evacuated the spring will of course retract the contactor p so that the said oontactor will connect the wires and 20. The magnet 18 will then be energized to retract the armature 17 together with the valve 15 to a position in which the head of the 5 valve will bear against the aeatin surface 28, thus cutting ofl communication tween the interiorof the casing 14 and the atmosphere. .By actuating the valve 15 to the position casing 15 and will shift the shuttle valve 34 into a position in which the head 36 of said shuttle valve will bear against the seating surface to prevent the admission of pressure fluid into the control line.

.Pressure fluid will then flow into the casing f and'will act against the plunger d to actuate the accelerator 0 into a ition tor acceleratin the speed of the engine B. The generator will then be operated at its rated speed so that the required currentwill be generated for operating the compressor motor K.

As is of course well known there are instances where an immediate start of the locomotive is required and also where it is essential that the operation of the compressor J be not then interfered with. Obviously, while the engine 13 is operating at a high rate of speed 1t would be inadvisable to supply current. to the main motor since, in such case, the main motor D and the asociated elements would besubjected to tremendous strains. In order to avoid the necessity of starting the locomotive under such unfavorable conditions one of the control valves U or V may be rotated to supply pressure fluid to the control pipe for manually controlling the speed of the engine 13. As the control valve is being rotated in the direction necessary for supplywill immediately unseat the exhaust valve 41 associated therewith so thatthe pressure fluid admitted into he casing f by the pipe 13 will be exhausted to the atmosphere. The

5 spring 9 will then retract the accelerator e and the speed of the engine will thus be reduced to the idling speed.

Upon continued rotation of the control valve communication will be established between the supply and control lines and pressure fluid will then again flow into the cylinder It and into the casing f. During its course through the casing 32 the pressure fluid will actuate the shuttle valve 34 into a position where the head 37 will bear against the seating surface 38 to prevent the flow of pressure fluid from the pipe 0 mto the pipe 13.

Upon admission of pressure fluid into the cylinder h the plunger It will be depressed to move the contactor p into contact with the wires 8 and t. The circuit leading to the magnet 18 will then be broken and the valve v1 5 will be actuated in a well known manner into a position in which the head 29 of the described, pressure fluid will flow from the 1 supply line B through the pipe 13 and the.

ing pressure fluid to the control line the cam valve will prevent the flow of pressure fluid from the pipe 13 into the casing 14.

This movement of the valve 15 will of .course not take place until after the shuttle valve 34 has been shifted into a position to admit pressure fluid from-the control line to the casing f. Inasmuch however, as the exhaust port 31 is of sufliciently large area to prevent the accumulation of pressure within the casing 14, and therefore in the section of the pipe 13 between the casing 14 and the casing 32, the pressure fluid flowing into the casing 14 will be ineflective to interfere with the movement of the valve 34 or with its ition.

pen the admission of pressure fluid into the casing f and the cylinder h the motor circuit 7' will be closed prior to the acceleration of the engine B, and the generatorC may then supply current to both the main motor D and to the com ressor motor K.

From the foregoing escription it will be readily apparent to those skilled in the art that suflicient current will at all times be available to assure the eflicient operation of the compressor J and therefore to maintain the required pressure within the receiver Q, Moreover, owin to the manner in which the pressure fluid rom the various conduits is supplied to the plunger (1 for actuating the accelerator a it will be impossible to simultaneously subject the shuttle valve 34 to opposing ressures. Only a single manually operab e device is required to be manipulated for controlling the system and all of the various devices operate in proper sequence to avoid undue strains to the main motor and at the same time to assure an abundant supply of ressure fluid necessary for controlling these eviceb.

I claim:

1. In a control system for locomotives, the combination of an engine and a generator driven thereby, a ma.n electric motor for driving the locomotive, a compressor, a receiver for the compresor, an electric motor for driving the compressor, pressure actuated means for controlling the speed of the enine, manually controlled means for normaly controlling the supply of ressure fluid to the said pressure actuat means, and means includin a plurality of electrically and pneumatica ly operated apparatuses for automatically supplying pressure to the pressure actuated means to accelerate the speed of the engine and thus assure an ample current supply to the compressor motor when the supply of pressure fluid to the pressure actuated means is cut-ofl' by the manually controlled means.

2. In a control system for locomotives, the combination of an en inc and a compressor, an electric motor for driving the compressor, an electric main motor for driving the 1000- motive, there being periods of time during 1,se1,eaa

{which the main motor is idle, a generator to supply current to the motors and being driven by the engine, pressure actuated means for controlling the speed of the engine, manually controlled means for normally supplying pressure fluid to the pressure actuated means, means including a plurality of pneumatically and electrically operated apparatuses for automatically supplying pressure fluid to the pressure actuated means to accelerate the speed of the engine and thus assure an ample supply of current to the compressor motor during the idle period of the main motor, and means for. rendering the said apparatuses in+ effective before pressure fluid is admitted to v the pressure actuated means by the manually controlled means, thus allowing the engine to decelerate to an idling speed before the main motor is set in operation. 4 3. In a control system for locomotives, the combination of an en inc and a compressor, an electric motor for riving the compressor, a receiver for the compressor, an electric main motor for driving the locomotive, there being eriods of time durin which the main motor is idle, a generator riven by the engine to supply current to the motors, pressure actuated means 'for'icontrolling the speed of the engine, manually controlled means for supplying pressure fluid to the pressure actuated means to normally, control the engine, means including pneumatically and .electrically op- 'erated apparatuses supplying pressure fluid to the pressure actuated means to accelerate the speed of the engine during the idle period of the main motor and to simultaneously con- 'nect the compressor motor to the generator, one of said apparatuses being automatically operated by the receiver pressure to actuate the otherapparatuses whenever the receiver pressure reaches a certain predetermined motor is idle, a generator driven by the en-- gine to supply current to the motors, pressure actuated means for controllin the speed of the engine, manually controlled means for supplying pressure fluid to the pressure actuated means to normally control the engine, means including pneumatically and electrically operated apparatuses supplying pres-.

sure fluid to the pressure actuated means to accelerate the speed of the engine during the idle period of the main motor and to simultaneously connect the compressor motor to the generator, one of said apparatuses being automatically operated by the receiver pressure to actuate the other apparatuses whenever the receiver pressure reaches a certain predetermined minimum value, and means associated. with the manually controlled means and operated thereby for rendering the apparatuses ineffective to control the engine speed immediately before pressure/fluid is admitted to the pressure actuated means b the said manually controlled means, thus a lowing the engine to decelerate to an idling speed prior to the starting of the main motor. 5. In a control system for locomotives, the combination of an engine and a generator driven thereby, a fuel control means for the engine, a plunger connected to actuate the control means for increasing the fuel supply to the engine, a spring to oppose the plunger. a traction motor for the locomotive having a circuit leading to the generator, a switch controlling the circuit, a plunger to close the switch, means for supplying pressure fluid simultaneously to the plungers, and a spring opposing the last-mentioned plunger and adapted to yield to a lower pressure than-the first said spring to assure closing of the switch prior to the acceleration 'of'the engme.

6. In a control system for locomotives, the

combination of an engine and a generator.

driven thereby. a traction motor for the locomotive having a circuit leading to the generator, pressure-responsive accelerating means for the engine, pressure-responsive switch 'means for controlling the circuit and being adaptedto yield to a lower pressure Q than the first said means, and means for simultaneously admitting pressure fluid to 0 both means.

7 In a control system for locomotives,

the combination of an engine and a; generator driven thereby. a traction motor for the locomotive having a 'circuitleading tothe e generator, pressure-responsive accelerating means for the engine, DI'QSSUI'G-IGSPOHSlVG I switch means for controlling the circuit and being adapted to yield to a lower pressure than the first said means, and manually-operable control meansfor simultaneously ad m tting pressurefluid of the same value to the pressure-responsive accelerating means and the pressure-responsive switch means.

I 8. In a control system, the combination of an engine and a generator driven thereby, pressure responsive-speed control means for the engine. a compressor. a receiver connected to-receive the discharge from'the compressor,

an electric motor for 'drivingthe compressor and having a circuit leading to thegenerator,

a switch to control the circuit, a magnet connected to actuate the switch, a source of electrical energy, a switch to control the flow of electrical energy to the magnet, pressureresponsive means exposed to receiver pressure and connected to normally hold the last-mentioned switch open, and a spring acting against the pressure-responsive means for closing the last said switch whenever the pressure Within the receiver reaches a certain predctermined'minimum value, thereby energizing the magnet for closing the motor circuit.

9. In a control system, the combination of an engine and a generator driven thereby, pressure-responsive accelerating means for the engine, a compressor, a motor to drive the compressor and having a circuit leading to the generator, a receiver for the compressor,

a conduit for conveying pressure fluid from the receiver to the pressure-responsive accelerating means, a magnetically actuated switch to control the circuit. pressure-responsive means for initiating closing movement of the magnetically actuated switch Whenever the pressure in the receiver reaches a certain predetermined minimum value, and a magnetically actuated valve in the conduit for admitting pressure fluid to the pressureresponsire means for accelerating the speed of the engine.

10. In a control system, the combination of an engine and a generator driven thereby, a plurality of motors supplied by current from the generator. means for automatically connecting one motor to the generator during only idling speeds of the engine. and means for :mtcunatically connecting the other motor to the generator during all speeds of the engine.

11. In a control system, the comhination of an engine and a generator driven thereby, a plurality of motors supplied by current from the generator. means for automatically connecting one motor to the generator during only idling speeds of the engine, and means for automatically connecting and disconnecting the other motor to and from the generator during all speeds of the engine.

12. On avehicle, the combination of an engine, a pressure actuated speed control therefor, a generator driven by the engine, an electric motor supplied with current from the generator, a compressor driven by the motor, and means for automatically connecting and disconnecting the motor to and from the generator during operation of the vehicle.

13. On a vehicle, the combination of an engine, a pressure actuated speed control therefor, a generator driven by the engine, an electric motor supplied With current from the generator. a fluid compressor driven by the motor, and means subject to the pressure of flu d compressed by the compressor for automatically connecting and disconnecting the motor to and from the generator din-inn operation of the vehicle. 7

i l. On a, vehicle. the coinl'iination with an HERMANN LEMP. 

